Fuel regulator for motor temperature conditions



Dec. 2, 1941.

L. H. MESSINGER. JR

7 FUEL REGULATOR FOR MOTOR TEMPERATURE CONDITIONS 2 Sheets-Sheet 2 Filed Feb. 17. 1939 INVENTOR. Les-r ER H. MESSINGER, JR.

A TTORNEY Patented Dec. 2, 1941 FUEL REGULATOR FOR MOTOR TEM- PERATURE CONDITIONS Lester H. Messinger, Jr., Trumbull, Conn., assignor to Messinger Devices, Incorporated, Bridgeport, Conn, a corporation of Connecticut Application February 17, 1939, Serial No. 256,881 16 Claims. (01. 1123419) This invention relates to new and useful improvements in fuel feeding means for internal combustion engines and has particular relation to means for facilitating the starting and the operation of a cold internal combustion engine.

The objects and advantages of the invention will become apparent from a consideration of the following detailed description taken in connection with the accompanying drawings wherein a satisfactory embodiment of the invention is shown. However, it is to be understood that the invention is not limited to the details disclosed but includes all such variations and modifications as fall within the spirit of the invention and the scope of the appended claims.

In the drawings Fig. 1 is a view partly in side elevation and partly in section showing an embodiment of the invention as applied to a horizontally operating engine equipped with any up-draft carburetor, the

parts bein positioned as when the engine is cold and is not operating;

Fig. 2 is an enlarged view partly in section and partly in elevation and showing in detail the relation of the invention to one construction of 1.

carburetor, the parts of the device of the invention being positioned as when the engine is idling but cold;

Fig. 3 is a side elevational view of a means employed in practicing the invention;

Fig. 4 is an enlarged sectional view through the head-like portion of the means of Fig. 3 and showing the valve therein completely closed as when the engine equipped with the device of the invention is at an operating temperature; and

Fig. 5 is an end elevational view of the control means of the invention, the view being taken as looking downwardly from the upper end of Fig. 3.

Referring in detail to the drawings at I0 is shown a portion of a horizontally arranged internal combustion engine of an automobile. Explosive mixture is fed to the engine In from a carburetor H through an intake line or conduit generally designated l2. It is to be understood that the invention is not limited in its application to the type of engine shown and. further is not limited to the up-draft type of carburetor later herein described.

Intake line I2 has a main explosive mixture feeding passage l3 'therethrough and as shown includes a portion having a jacket l4 thereabout and through which hot exhaust gases from the engine are passed. This construction provides what is well known as a hot spot about a portion of the mixture passage for the purpose of assisting in the vaporizing of the gases passing to the engine. Beyond the jacket l4 a manifold l5 serves to provide a portion of the passage l3 and has arms l6 connected with the engine block.

Carburetor H is of well known make and includes a liquid fuel chamber [1, an air inlet l8, and a riser portion connected with the lower end of the line or conduit l2 and providing an explosive mixture passage I9. Within the carburetor an opening in a wall 2|, together with a tube 22 provides a balancing passage connecting the upper portion of the chamber l1 (above the level of the liquid fuel therein) with the air inlet l 8. The capacity of such balancing passage is kept small as by the insertion therein of a restricting device 23.

The carburetor includes upper and lower portions 24 and 25 between the adjoining edges of which is arranged a sealing gasket 26. Gasoline or other liquid fuel is supplied to the carburetor through an inlet 21 and the level of the fuel in the chamber I! is controlled by a valve 28 in turn controlled by a float 29. Through a metering jet 39 fuel from the chamber I1 is admitted to a passage 3| from which it enters the main discharge jet or nozzle 32 of the carburetor and from the discharge end 33 of which the fuel is taken up by air drawn through the large and small venturis 34 and 35 when the engine throttle valve 36 is open and the engine is operating. Associated with the main discharge jet 32 is the usual high speed bleed jet 31.

Carburetor H is provided with the usual tube 38 to the idle discharge opening 39 and with a plug '40 for said discharge, this being th'e usual construction. A vacuum type accelerator pump, forming part of the carburetor, is generally designated 4| and includes a vacuum piston 42 communicating with the fuel passage l9 through the riser portion thereof above the throttle Valve 36, as through a port or passage 43. An accelerator pump piston 44 is connected with the lower end of rod 45 and a 'coil spring 46 surrounds said rod.

When a high degree of vacuum is created in the passage l9 it is communicated to the piston 42 (through the passage 43) and draws the same upwardly resulting in the pump piston 44 being drawn upwardly to suck gasoline into the pump from the chamber I1 and at the same time com- Owing to'the use of an aircleaner (not shown) together with its connections there is a static suction pressure in the air inlet passage [8 and the purpose of the passage through the tube 22 and the wall 2| is to equalize such suction pressure in said passage l8 and in the fuel chamber l'l. Thus the effect of static suction pressure in the fuel feeding or mixing chamber of the carburetor is cancelled out due to the same static,

suction pressure existing in the chamber 11. Therefore, under normal operating conditions fuel is fed to the engine only due to the velocity pressure in the fuel feeding or, mixing chamber of the carburetor.

Heretofore it has been the custom to mount a choke valve in the air inlet l8, whereby on closing of such valve the suction pressure in the mixing or fuel feeding chamber of the carburetor is increased for the purposeof supplying additional fuel to the engine. Thus starting and operation of the engine while cold has been facilitated;

According to the present invention the choke valve is omitted and the topof the fuel chamber is tapped as at dfi for the admission of atmospheric. pressure; to the; upper portion thereof. Connectedpwiththe opening 49 by means of fittings fill-is the lowen end of a tube 52 having its upper. end- 52 mounted in a bracket device 53 secured above the carburetoragainst a side of the jacket M.

Bracket 53.; includes; anelongatedbody 54 having a hollow head,-likev portion or casing 55 at the lower, end thereof. Said bracket isprovided with openings 56 for the. passage of. securing means used in attaching) the. bracket to the, jacket M or otherwise as desired. Portion? 55 of the bracket. includes a hollow internally threaded protuberance communication under certain conditions with, the atmosphere as will appear.

A fitting. 58 serves to connect the upper end 52 of the-tube Bitwiththe protuberance 5'? whereby when the latter is incommunication with the atmosphere air isadmitted' to the upper portion of the liquidfuelgchamber I! through the tube 5i.

A. tube 59. of smaller internaldiameter than tube 51 has its lower. end portion connected with the liquid fuel chamber I! below the level of. the

fuel therein, the connection being' made as through an elbow fittingfil]. The upper end portiontl of the tube 5.9 enters into and is secured in a. spider-like member 63 as by a fitting 62.

A set screw 54 serves to secure the member 63.

in place inthe bracket portion.

At its inner end tube portion 6:! discharges through a jet 65 into an airstream provided-for this purpose as will later appear. An internally threaded extension 66 on. the inner end of: the bracket portion. has connected thereto the upper. end of a tubefi'! of greater internal diameter than that of the tube 51. Any suitable means, as the elbow fitting 58 may be used for thispurpose. The lower end-of' tube 6'! is connected to discharge into the main fuel passage l3.through a port 69'. located at the engine side of the throttle valve 35.

Within thebracket'portion 55 and the extension- 66: thereof is a passage 19' having located therein a.slidablymountedvalve member'll provided with a. passage or notch 12 adapted. to placethe interior of the protuberance 51in communication with the atmosphere through an opening 13 as will appear. Valve member I! also includes-a fiat end constituting a valve adapted toengage a seat '15 and close off communication between thepassage l0 and the-tube 6?. In-

termediate its ends the valve member H is notched as at 16 whereby to receive the lower end of a bimetallic thermal element 71 the upper end of which is secured to the bracket body as by a nut and bolt means 18.

Valve member "H is hollow having a passage 79 extending longitudinally thereof and opening through its end portion 89. Toward its other end the member includes the valve portion '.'4 and a plurality of outlet openings (six such openings being shown) BI placing the passages I0 and 19, in communication. Portion M of the valve memberis flat ended to provide a considerable area to be acted on by engine suction at certain times as will appear.

The spider 63 has openings or ports 32 therein adapted to place the passages 10 and 79 in communication with the atmosphere as will later be fully described. Associated with the bimetal thermal element T5 is a second and stiffer bimetallic thermostatic element 83 also secured to; the-bracket portion-by the nut and bolt means 18. Element; 8.3. is held to a limited movement in onedirectioirby a stop screw84 threaded through the. bracket body 54:31.1(31 passing freely through an opening;8 5 provided-for that purpose, in the element'l-l.

Assuming that the-engine is cold the parts of the prcsentrfuel regulator will be positioned as in Fig. 1. with the thermal element ll holding the valve member H with its end against the inner endLofp the spider 63. While the thickness of. the walls of. the. inner end of the valve member is SllClLWith relation to the locations of the ports 82 as to close the ports attention is directed to the fact that the engaged portion. of the spider is convex. Therefor the valve member has only a line. contact with the spider; the contact being about, the edge of the passage 79. Thus While air cannot enter thepassage' 19 from the ports 82 atmospheric pressure is. against the end of the valve member. Also the notch 12 in the valve member is located toprovide for communication of. the atmosphere with the interior of the protuberance 5.1 and the tube 5! and thence into the-upper portion of the float or liquid fuel chamber 12 The valve member being positioned as indicated its valve portion 14 is spaced from the seat 15 and under conditions of low suction in the engine (that: isduring cranking of the engine by the usualself starter), the throttle valve 36 being closed, liquid fuel will be drawn from the carburetor chamber IT upwardly through the tube 59 to the jet 65.. Sinc there is atmospheric pressure against the end 88. of the valve member the engine suction through the tube 61 is fully effective on the large end M during cranking of the enginethe valve member is drawn away from the spider 63. a slight distance providing a restricted opening or passage for the entrance of air through ports 82. Now the engine suction has acted to setup an air stream through the valve member. Jet 65 sprays fuel into this air stream. and the. mixture of air and fuel is taken promptly: into theengine through passages 19 and I0 and the tube 61. entering the passage it above the throttle valve. Attention is directed to=the fact that the air and fuel are thus brought together and mixed at the point of highest velocitv in the auxiliary fuel feeding system, such point being at the restriction or restricted passage part between the valve. end 80 and the spider d3.

The firstfuelfleaving the jet 65, is thus promptly fed to the engine during cranking thereof to provide a very rich mixture constituting a priming charge for the starting of the engine. As soon as the engine begins to fire the engine suction is increased due to the more rapid action of the pistons therein and this increased suction will act through the tube 61 on the valve member 1| tending to draw the same further toward the valve seat 15.

Since when cranking of the engine is started the ports 82 are closed the vacuum in the passage 19 is nearly the same as that in the passage I3 at the engine side of the throttle valve 36. The suction moves the valve member 1| against the action of the thermal element 11 with the result that air enters through the ports 82 and mixes with and picks up the fuel from the jet, the mixing taking place at the point of highest velocity as above set forth. The described condition is true while the engine is cold and is being cranked and the colder the engine the more the element 11 forces the valve member against the spider 63 and the less the same moves away from the spider during cranking and therefore the higher the proportion of fuel in the mixture passing to the engine. 1

Element 11 functions as a spring to keep the valve member in the position of Fig. 1 but such element becomes less and less of a spring as it becomes heated during operation of the engine.

Element 11 is so set or deflected that it is under tension in the position of Fig. 1 and is constantly, While cold, urging the member toward the position of Fig. 1. Actually while element 83 is heavier it is set under more tension but less deflection than the thinner element 11. When the engine begins to fire the increased suction therein being transmitted to the flat end 14 of the valve member the latter is drawn toward closed position but such movement is limited by the thermal element 83 so that the valve member can move only a predetermined distancelas to the position of Fig. 2) toward closed position. Thus irrespective of engine suction a rich idling mixture to the engine is insured, the engine being cold.

As the engine begins to fire the increased engine suction exerted on the valve end 14 results in movement of the valve member to the position of Fig. 2. There it will be noted that the element 11 is against the element 83. It is to be borne in mind that both the elements 11 and 83 are as yet cold and thus the element 83 serves to limit movement of the element with the valve member so as to limit movement of the latter under the suction exerted thereon by the engine. The parts being positioned as in Fig. 2 it will be clear that the inner end 80 of the valve member has moved further from the ports 82 whereby additional air is being admitted to the passage 19 and thus to the entrance end of tube 61. Now the engine is idling on a rich mixture.

The air admitted through ports 82 as described mixes with the liquid fuel being sprayed by the Jet 65 but it will be understood that when the engine begins to idle more air and less fuel is fed the engine than during the cranking operation. That is a very rich mixture is supplied the engine during cranking and a rich mixture is fed the engine when it begins to idle. With the valve member in the position of Fig. 2 the notch 12 is yet in communication with both the opening 13 and the passage through the protuberance 51 whereby air at atmospheric pressure is present in the upper portion of the fuel chamber I1. Air tube is of such site as to supply air in quantity to more than compensate for the air taken through the balancing tube 22 above described.

It is to be noted that the explosive mixture of fuel and air fed into the engine both for priming and while idling as above described (through the tube 59 and associated parts) is fed independently of the usual carburetor jets. The tube and it associated parts provide in effect an auxiliary idling jet for the engine while the latter is cold. As the engine warms up, the thermal elements being mounted on the jacket M will also be heated and will tend to move toward the left as viewed in Figs. 1, 2 and 4. As the two elements heat up and both move the tendency of the valve member 11 is to bring the portion 14 against the seat 15.

As the elements 11 and 83 gradually heat they have a gradual tendency to move the valve member to position seating the valve 14. The suction of the engine arguments this tendency of the thermal elements and in fact the movement of the valve member due to engine suction keeps the valve in advance of any movement that would be given it by the thermal elements as they heat up. After the valve member reaches the position of Fig. 2 on further softening of the elements 11 and 83 a high engine suction acting J on the end 14 of the valve member will cause the same to suddenly close.

This is due to the fact that movement of the mixture about the valve", that is between the valve and its seat 15, is restricted and substantially the entire suction through the tube 61 is 4 that the notch 12 ha moved out of communication with the opening 13 and thus the carburetor H is functioning in a normal manner without the aid of any of the parts comprising the invention.

From the foregoing it will be noted that during cranking of the engine while cold a very rich mixture-a mixture depending on engine temperature-is supplied to the engine and that as the engine begins to fire the mixture fed the engine is leaned out but yet the engine is fed a rich mixture while idling cold. During both idling and cranking the richness of the mixture fed the engine depends on the engine temperature since the element 11 is not only a spring but is also a thermostat. In the operations as described above the throttle valve of the engine has been closed. Should the operator open the throttle valve the vacuum on the member 1! is reduced.

Thereupon, the engine being cold, the member 16 under the urging of the element 11 will tend to move back toward the position of Fig. 1 from any position in advance of that position. When this happens a very rich charge of fuel is again fed the engine. Likewise as the engine begins to fire should the suction fail the valve member act; to draw liquid. fuel in. increased amount through. the tube 59' toaccelerate the engine.

While atmospheric pressure is maintained in' whereby'to keep-the engine operatingat idling speedwhile cold.

Asthe valve part 14 approaches the seat 75 the portion. of the valve member acted on bythe suction becomes more subject to such suction and thus the efieot of the suction on the valve member is increased. Therefore under engine: suction the valve member will suddenly movefrom. the position of Fig. 2 to that of Fig. l when the elements 11. and 83 are soft but have not as yet caused the valve to close. Thus without waiting for'the thermalelements to act, when the mixture being fed the engine through the auxiliary means of the invention, leans out below explosive proportions; the valve promptly closes. When the-valve member closes the ports 82 arefully. open and there being no suction in the passage 19 the fuel in the tube 59 will immediately. drain back into the fuel chamber of the carburetor.

Having thus set forth the nature of my invention, what I claim is:

1'. In combination, an internal combustion engine, a. carburetor for supplying explosive mixture to said engine, a conduit for such mixture between the carburetor and the engine, a throttlevalve in said conduit, said carburetor includ ing a liquid fuel chamber, said conduit including av hot spot spaced vertically above said carburetor, a bracket means mounted on said hot spot; said bracket means including a passage,

means connecting one end of said passage with the interior of'saicl conduit at the engine side of saidthrottle valve, a tubehaving its upper end connectedwith the other end of said passage and.

having its lower end connected with the interior of said liquid fuel chamber below the level of.

the fuel therein, a valve member mounted in said bracket means, said bracket means including a second passage, a tube connecting one end of. said second passage with the upper portion of the liquid fuel chamber, said valve member adapted to place the other end of said second passagein communication with the atmosphere and shiftable-to and from a position closing both. of said passages, and athermostat mounted on.

said bracket means and connected to shift said valve member.

2. In combination, an internal combustion engine, a carburetor for supplying explosive mix ture tosaid engine, a conduit for such mixture between the carburetor and the engine, a throttle valve in said conduit, said carburetor includnga. liquid fuel chamber, a bracket means mounted above saidcarburetorand located to be effected the heat of said engine, said bracket means including a passage, means connecting one end of said passage with the interior of said conduit at the engine side of said throttle valve, a tube having its upper end connected with the other end of said passage and having its lower end connected with the interior of; said liquid fuel chamber below the level ofv the liquid. fuel. therein; a. valve: member mounted.

in said bracket; means; said: bracket meansineluding-a. second passage, a tube connectingone end ofi said. second passage with the upper portionof: theliquidgfuel chamber, said valve member. adaptedto place the other end of said second passage in communication with, the atmosphere andshiftable toandfrom a position closing both of said passages, a thermostat mounted on said bracket, meansandi connected to shift said valve member; and, means: admitting air to said first mentioned: passage to support combustion of fuelidrawn therethrough and to provide for quick drainage ofthe said passage and the first mentioned; tube on closing of said first mentioned passage-by. the valve member.

3'; In a, priming device, an intake manifold for an internal combustion engine, a carburetor at-- tached. thereto. and including a fuel reservoir, a. casing connected with the manifold, a valve actuated by the engine suction in the casing for regulating the connection between the intake manifold: and the casing, means to supply liquid fuel, from the reservoirto the casing, means responsive to the engine temperature for controlling the position of said valve, and said means responsive to. engine: temperature mechanically operative to. hold said valve open and prevent closingthereof by engine suction until" after the engine has: reached a predetermined operating temperature.

4. In: a fuel. feeding system for internal combustionengines, an intake pipe having a throttle valve therein. a port in said pipe at the engine side of: said: throttle valve, means for supplying explosive mixture to said: pipe at the side of the throttle valve opposite that at which the engine is located, means for supplying an air stream to said'port, ajet toinject: a spray of fuel into said air-stream,,andi means toincrease the air supply in,said'stream'withoutchanging said jet as the engine suctiominoreases and to close and cut off the, supply of'bothp fuel and air to said port when said mixture leans out below explosive proportions.

5. In a fuel feeding system for internal com-- Bin, said stream without changing said jet as the engine'suction increases and to close off the supply of'both fuel and air to saidlport when such mixture leans out below explosive proportions. and' thermal meansoperable to hold said out off means in. closed position on the engine reaching an operating temperature.

6. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engine s'ide of said throttle valve, means for. supplying explosive mixtureto said pipe at the side off said.

throttle valve opposite that at which the engine is located, means for supplying an air stream to said port, a jet to inject a spray of fuel into said.

air stream, and means, controlling. said air stream to increase, the air. supply in said' stream Without changing. saidjet. as, the engine suction increasesand. thereafter decrease the volume of air in. saidv stream, on return oflowsuction in the engine and to stop said air stream on the engine reaching an operating temperature.

7. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, a casing, a connection between said casing and the interior of said manifold, a valve in said casing and actuated by the engine suction for regulating the connection between the manifold and the casing, said valve being hollow and having an inlet and an outlet, means for supplying fuel and air to the valve inlet in proportion depending on the position of the valve, said valve outlet adapted to discharge said fuel and air through said connection into the manifold when the valve is open, and a thermal means connected with said valve to draw it open and into positions receiving proportionally richer mixtures as the engine is colder and restraining the valve against closing movement under the influence of engine suction when the engine is cold and operable to hold the valve closed cutting off the supply of mixture therethrough on the engine reaching an operating temperature 8. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, a casing, a connection between said casing and the interior of said manifold, a

valve in said casing and actuated by the engine suction for regulating the connection between the manifold and the casing, said valve being hollow and having an inlet and an outlet, means for supplying fuel and air to the valve inlet in proportion depending on the position of the valve, said valve outlet adapted to discharge said fuel and air through said connection into the manifold when the valve is open, a thermal means connected with said valve to draw it open and into positions receiving proportionally richer mixtures as the engine is colder and restraining the valve against closing movement under the influence of engine suction when the engine is cold and operable to hold the valve closed cutting off the supply of mixture therethrough on the engine reaching an operating temperature, a valve seat at the valve end of said connection, said valve having an end of large area adapted to be acted on by engine suction whereby to draw the valve toward said seat, and said valve adapted to engage said seat only about the edge of the valve whereby to have said large end area subject to engine suction while the valve is closed.

9. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, means for initially supplying a very rich priming mixture of fuel and air to the intake manifold at a point at the engine side of the throttle from the carburetor responsive to engine suction, means responsive to engine suction and temperature for cutting off said priming charge from the intake manifold, saidmeans responsive to engine temperature comprising a pair of independent spring-like thermal elements one of which is slight and connected to said valve to be moved thereby when the valve is moved by engine suction and. to hold the valve closed when the engine is at an operating temperature, and the other of said elements not connected with the valve and located in the path of movement of the first element to limit initial movement thereof and of the valve.

10. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, means for initially supplying a rich priming charge of fuel and air to the intake manifold at the'engine side of the throttle responsive to engine suction and temperature and for cutting off said priming charge from the intake manifold on the engine reaching an operating temperature, and-a second means responsive to engine temperature and operative to limit the effectiveness of engine suction on said first means until the engine reaches said operating temperature.

11. In combination, an internal combustion engine, a carburetor for supplying explosive mixture to said engine, a conduit for such mixture extending between the carburetor and the engine, a throttle valve in said conduit, said carburetor including a liquid fuel chamber, means for admitting air to the upper portion of said chamber, means providing a passage through which explosive mixture including fuel from said chamber may be drawn into said conduit at the engine side of said throttle valve, a single valve means controlling the opening and closing of both said means, and thermal means operable to close said valve means on the engine reaching an operating temperature.

12'. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, a casing, a connection between said casing and the interior of said manifold, a valve in said casing and actuated by the engine suction for regulating the connection between the manifold and the casing, said valve being hollow and having an inlet and an outlet, a fixed pair of ports for supplying fuel and air respectively to the valve inlet in proportion depending on the position of the valve relative to the air port, said valve outlet adapted to discharge said fuel and air through said connection into the manifold when the valve is open, and a thermal means connected with said valve to draw it open and into positions receiving proportionally richer mixtures as the engine is colder and restraining the valve against movement away from said air port toward closing position under the influence of engine suction when the engine is cold and operable to hold the valve closed stopping the supply of mixture therethrough on the engine reaching an operating temperature.

13. In a priming device, an intake manifold for an internal combustion engine, a carburetor attached thereto, a casing, a connection between said casing and the interior of said manifold, a valve in said casing and actuated by the engine suction for regulating the connection between the manifold and the casing, said valve being hollow and having an inlet and an outlet, means for supplying fuel and air to the valve, said valve outlet adapted to discharge said fuel and air through said connection into the manifold when the valve is open, a thermal means for holding the valve closed on the engine reaching an operating temperature, a valve seat at the valve end of said connection, said valve having an end of large area adapted to be acted on by engine suction whereby to draw the valve toward said seat, said valve having its outlet laterally and inwardly of said end whereby the latter is left imperforate, and said valve adapted to engage said seat along the peripheral edge only of said valve end of large area whereby to have the whole surface of said end of large area subject to engine suction while the valve is closed.

14. In a priming device, an intake manifold for an internal combustion engine, a carburetor for supplying explosive mixture thereto, means for initially supplying a rich priming charge to said intake manifold at the engine side of the throttle responsive to engine suction and temperature and for supplying a fast idling charge to the manifold at the engine side'of the throttle valve as the engine begins to fire and for stop-' ping said fast idling charge on the engine reaching an operating temperature, and a second means operative to limit the effectiveness of engine suction on said first means until the engine reaches an operating temperature.

15. In a fuel feeding system for an internal combustion engine having an intake .pipe provided with a throttle valve, means to supply -a mixture of fuel and air-t0 said pipe at the engine side of said throttle valve, said means comprising.

a tubular valve member, a fuel jet at one end'of said valve and in alignment with the opening therethrough, means for admitting air at a side of the 'fuel jetgsaid valve movable to and from a position where one end of the valve closes said means to control the volume of air admitted therethrough and thereby the suction pressure 'on'thejet and the richness of the mixtures fed the intake pipe, a thermostat cooperating with the suction of the engine and controlling the position .of 'the'valve relative to'said means, and said thermostat operable to moversaid .valve to a position stopping the said Ifeed of mixture on the engine reaching a predetermined temperature.

16. In a fuel feeding system for an internal combustion engine having an intake ;pipe;pro-

therethrough and thereby the suction pressure on the 'jet and the richness of the mixturesfed the intake pipe, and a thermostat cooperating with the suction of the engine and controlling theposition of the valve relative to said means.

LESTER H. MESSINGER, JR. 

